We have finally found everything we need to be able to completely rebuild SC12 and SC14 superchargers. The only downside is that we need to get a large number of bearings custom made. This will be very expensive so we need help doing it and we need to know that the demand will be there to justify ou...

I can understand being apprehensive about drilling the hole (matched to the bearing). But I would think even that would be possible from a machine shop. :| not apprehensive.... most "H" beam rods are so hard that drilling them damages the drills, or so I've been told. As to the 7AG rods w...

[quote=oldeskewltoy;6577201] 3) As to lowering compression.... @ 9:1, that isn't lower then the 1st, or 2nd gen 4AGZE pistons, it is close to 2nd gen... but as I said it is customizable up to 10:1 4) Why my offering, instead of others.... From reading threads about 4AGZE piston builds, the most comm...

You could tell if it's a Smallport or bigport head by looking at the TVIS plate where the mani meets the head. If it does have the stock TVIS plate and actuator it's definitely a LP. If it has an aftermarket adapter plate it's probably a smallport head. The only real way of identifying the pistons w...

Basically the longer stroke of the 7AFE block can be expected to deliver more torque The increase in engine capacity can also be expected to deliver more torque, My understanding is that the 7AGE is about more torque, http://rs1322.pbsrc.com/albums/u572/SpamMe06/headbang_zps2ac29901.gif~c200

You say you went over it but it sounds like you are just eyeballing it by the marks. If that is the case it won't tell you anything about where the cams actually are. I mean it should be obvious if it's a tooth off and you might notice if it was off by half a tooth but even that much could be hard t...

It would be a great idea to degree the cams. The broached timing gear is a good start and if everything lines up and seems good with it then degreeing the cams though suggested may not be critical. If everything doesn't line up though (And I do mean seeing what you expect to see, not actually lookin...

First off Billzillas modified page is way outdated and has a lot of misinformation. Honestly I feel it does more harm than good reading it. I call BS on OS valves hurting performance under X hp but they will have pros and cons. With 2mm bigger valves you would need new seats with optimized throats. ...

I have heard the smallports are much more common in Aus and I would assume also NZ. I have heard a couple people in Aus say it's easier to find smallports and parts than LP. Here in the US they are hens teeth. Much easier to find JDM 20 valves. For some reason importers have never bothered to bring ...

It's important to note your throttle position. Under light load it should stay at stoich. With the GZE ECU and my limited experience with the NA and other Toyota ECUs that cutoff will change with RPM. So for example I might be able to give it 80% throttle at 3000 RPM before it switches to open loop ...

Interesting that the engine power keeps going up way after peak torque has been and gone. I guess that this is done on purpose because the engine is primarily used at high rpm's (in FA), and close ratio gears will keep the engine turning in the 7500-10000 rpm range. Like this... https://www.youtube...

I would not make the sump any shallower. Like jondee said if anything you want to make it deeper and do other things to make it harder to suck air. At least if you like corners. Dry sump would be about your best bet.

You said the FPR messed with the ECU. Can you give more information? As said, you should be able to increase the fuel pressure or injector size by roughly the increase in displacement to get you into the right pallpark. There is no reason changing the fuel pressure should mess with anything else. If...

So in the end he had to admit that he had spent a butt load of cash to develop an engine that was basically useless for anything but circle track. That was one of the conversations that caused me to change direction with my AE86 :) Would you care to elaborate? I've asked so many questions on this s...

Interesting. A few years ago I spoke with a guy who had started looking for more power out of his 4AGE. He started adding parts... pistons, rods, cams and so on, and the power climbed up. Eventually he was making around 220hp which was nice, but the power band was from 8000-10000rpm. Below that it ...

I would run all the same. Even just one curved could mess with AFRs on one cylinder and could cause problems or loose power. If you run different length velocity stacks this would definitely happen. To do that you need to be able to monitor AFRs on each cylinder and independently adjust fuel on each...

I don't know if those booties are even designed to be run on. It looks to me like they are for when the car is not being driven. If they do any filtering at all they will definitely loose you more power than running a slightly less ideal velocity stack would. I have never understood why people seem ...

1000 is great. I see no good reason to want it lower. Even stock is 800. I have always run mine at 1000 because I eliminated a few idle up circuits. Now with my 272s yeah I can get it to idle at 800 but it's very rough and the tip in response off idle is very slow. This is a big part of the reason f...

That's why I was curious what your duties would be. £520 comes out to about $750 USD. Buying my pistons for $480 would leave $270 for duties. I sell the CP pistons for about $600. This company has to be paying duties on them so it seems like duties can't be that much. Any way you cut it $500 pistons...

Refresh my memory. Are you set on going CP? I am pretty sure I can get you our Arias pistons for significantly less. Might be able to get you the CP for less but I'd have to know how much you would be paying on your end. The CP shelf pistons have a compression height of 30.6832mm so they will stick ...

The stock 40mm rods have 18mm wristpins. Maybe you have already addressed this but the "Or so I'm told" makes it sound like you are a little unsure. So make sure this has been addressed. You can machine the rods to accept the bigger pins but personally I'd spend a little extra for some rod...

There is a certain point where a big enough cam will cause problems with shim over bucket. One very often overlooked contributor is how tight the lifters sit in their bores. If the lifter to bore gap is too big or the liter and bore too tapered this can cause it to spit shims on a fairly small cam. ...

That is an interesting take on the WG mount. You could compare compressor wheel sizes to some Garret turbos to try to get a rough idea of where it stands. It's all ballparking till you see compressor maps though and I haven't seen any cheap turbo makers who do that. I have always been leary of the c...

I have never seen a turbo that wasn't clockable but any internally wastegated turbo is going to have some degree of challenge to clocking it because the wastegate bolts to the compressor housing. Some are easier to clock. For example they might have multiple mounting holes so you can clock it in say...

I can get you a new 2554 for $850. My distributors specs can be a little vague so before ordering I would need to make sure that was the whole turbo as they do sell some that don't have the turbine housing and things like that but I believe that is a complete 2554. Part number 471171-3 Same as the o...